Electric-railway axle.



No. 65l,336. Patented lune |2,' I900.

H. m. BBINCKEBHOFF & J. s. DOYLE.

ELECTRIC RAILWAY AXLE.

. (Application filed Aug. 7, 1899.) (No Model.)

2 Sheets-Sheet l.

. Pat nted Junk I2, I900. H. m. BBINCKERHOFF & J. s. DOYLE.

ELECTRIC RAILWAY AXLE.

(Applicatiofi filed Aug. 7, 1899.)

2 Shoots-Sheet 2.

(No Model.)

NITED TATES' PATENT union.

HENRY M. BRINCKERHOFF AND JAMES S. DOYLE, OF CHICAGO, ILLINOIS.

ELECTRIC-RAILWAY AXLE.

SPECIFICATION forming 'pa'rt of Letters Patent 1%. 651,336, dated June 12, 1900.

Application filed August 7, 1899. Serial No. 726,365 (No model.)

To aZZ whom it may concern.-

Be it known that we, HENRY M. BRINOKER- HOFF and JAMES S. DOYLE, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Electric-Railway Truck-Axle, of which the following is a specification.

This invention relates to electric-railway truck-axles.

The object of the invention is to provide a construction and arrangement whereby cracking of the truck-axles of motor-cars for electric railways is avoided.

Other objects of the invention will appear more fully hereinafter.

The invention consists,substantially,in the construction, combination, location, and arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and finally specifically pointed out in the appended claims.

Referring to the accompanying drawings, and to the various views and reference-signs appearing thereon, Figure 1 is abroken view of a truck-axle in side elevation, the tractionwheel and the gear beingin section, and illustrating a construction embodying the principles of our invention. Fig. 2 is a detached detail view, in central longitudinal section, of the gear and hub as shown in Fig. 1. Fig. 3 is a view similar to Fig.1, illustrating a slightly-modified arrangement embodying the principles of our invention. Fig. 4is a broken view, parts in section, illustrating an arrangement employing a divided or sectional gear. Fig. 5 is a broken view, the axle being in transverse section, showing an arrangement of sectional gear and embodying the princi ples of our invention. Fig. 6 is a view similar to Figs. 1 and 3, illustrating the construction wherein the gear-wheel and the hub therefor are formed or cast integrally with each other and embodying the principles of our invention. Fig. 7is a similar view showing the gear carried by or bolted to the wheel.

The same part is designated by the same reference-sign wherever it occurs.

In the practical operation of electric cars, wherein the gear through which rotation is imparted to the axle of the truck forming the motor-truck is splined or secured to the axle ignates the axle.

by slot-and-key connection, great difficulty and annoyance, as well as expense, have been occasioned by reason ofthe cracking of axle, and it has been found that such cracking and breakage of the steel or iron axles have started from the keyway or slot cut in axle to secure the gear. This breakage or cracking of the axle is evidently due to the cutting of a key seat or slot in the axle for the purpose of securing the gear and the fact that this key-seat is cut at the point where the strainson axle, produced by the side thrust in wheels and the driving strains of gears, are greatest. In practice it is found that the cracks in axles appear first in the key seat or slot and gradually extend across the section of axle until it is so reduced in area as to break. This has been a source of serious annoyance in the practical operation of electric-railway motorcars. It has been endeavored to overcome this objection and the expense incident thereto by increasing the size of the axle. This expedient, however, has not resulted in obviating thedifficulty, for the reason that the diameter of the truck-axle is prescribed and cannot exceed a certain limit by reason of the space permitted by the usual general dimensions of the motors employed.

It is the special purpose of the presentin vention to avoid the objection noted Without unduly increasing the diameter of the entire axle and whereby strength and rigidity aresecured in the axle and the breakage or cracking thereof avoided. This object and purpose may be accomplished in several difierout ways, as shown in the several views of the drawings, wherein reference-sign A des An efficient construct-ion for avoiding this difiiculty is to extend the hub of the gear outwardly along the axle, so as to provide upon such extension a seat for the wheel, or vice v'ersa-that is, to extend the hub of the wheel inwardly to a sufficient length to provide a seat for the gear so that in either event there will be no necessity of using the key and keyway to fasten either the gear or wheel to the axle, because either such gear or wheel will be secured to the extended hub just referred to. With this construction the extended hub, whether of the wheel or gear, is forced on the axle under hydraulic pressure, which it is thought will be sufficient to secure it in place, and consequently the tion an enlargement or fillet for a portion of the axle may be employed, although this is not absolutely necessary. By forming this enlarged part or fillet for a portion only of the length of the axle said enlarged part or fillet may be so arranged and located that the size thereof will not be prescribed by the dimensions of the motor, but will only be limited by the dimensions or size of the gear. In other words, this fillet is located at a point where the diameter thereof will not interfere with the housings of the motor-su pport. Upon the enlarged part or fillet, which is designated in the drawings by the reference-letter B, we mounta hub C, which is preferably of alength corresponding to the length of the fillet. The arrangement of the gear and wheel with reference to the hub may vary in many respects. For instance, and as shown in Figs. 1 and 2, the gear D is cast or formed integrally with the hub C, and upon the extension of said hub the traction-wheel E is mounted. Again, in the construction shown in Fig. 3 of the drawings the traction-wheel is formed integrally with the hub C, and upon the extension of said hub the gear D is mounted. As above explained, a keyway and key are not believed to be necessary to secure the hub to the axle, and accordingly in Fig. 1 of the drawings the hub and axle are secured together by a press fit in the manner above stated; but, if desired, a keyway and key may be employed, as shown in Fig. 3, provided such key and keyway are located at a point adjacent to the journal-bearing of the axle,

where there is not much strain.

In Fig. 1 of the drawings the traction-wheel is shown as secured to the hub of the gear by a key G, and in Fig. 3 of the drawings the gear D is shown as secured to the hub O by the key G and the hub in turn to the axle by the key F.

If desired, and as shown in Fig. 6 of the drawings, the hub C the gear D and the wheel E may be all formed or cast integrally. In this case the hub is keyed to the fillet B by means of the round key F in the same manner as in the other constructions above mentioned.

In Fig. 7 is shown a construction similar to Fig. 3, wherein the wheel E and hub C are formed or cast integrally with each other and keyed by means of the key F to the fillet in the same manner as in Fig. 3; but in this form of embodying the principles of the invention the gear D is bolted or otherwise secured to the face of the wheel E-as, for example, by means of the securing-bolts II.

It may sometimes be desired for convenience of removal and repair to form the gear in sections or halves. In Fig. 5 is shown a construction embodying this principle,wherein the hub O has sleeved thereon or carries the gear, which is made in sections or halves D D suitably assembled or mounted and secured together in any suitable manner, as by means of the bolts J. In this construction the sleeve G may or may not be formed integrally with the wheel and is keyed to the fillet of the axle A by means of the round key F in a manner identical with the similar construction above described with reference to the other figures of the drawings.

In Fig. 4 is shown a construction wherein he hub O is formed integrally with the wheel E, similar to the construction shown in Fig. 3. The gear D, however, is made in sections or halves, which are held in suitable relation by means of the rings K L, said sections of gear being sleeved upon an extension of the hub O and keyed to such hub by means of key G, similar in all respects to the key shown for a similar purpose in Fig. 3.

The several constructions above referred to possess varying advantages withrespect to each other. For instance, in Fig. 3 the gear D may be pressed or shrunk onto the extended wheel-hub. The same advantage is secured in the divided constructions of gear shown in Figs. 4 and 5. 'In addition the gear when made in sections, as shown in these figures, may be more readily and easily removed from the hub. In the construction shown in Fig. 1 renewal of the gear may be effected by removing the hub, which is formed integrally therewith, from its bearings upon the fillet of the axle and a new gear and hub substituted. In the construction shown in Fig. 7 renewal of the gear may be easily effected by detaching the gear from the wheel. As above explained, the generic idea of the invention re sides in extending the hub of the gear or wheel and securin g one or the other of these parts to the hub rather than to the axle direct, so as to dispense with a keyway in the axle at the objectionable point named, and as a result of this principle of construction the axle may be enlarged to form a fillet, as above stated, whereas under the old form of construction this could not be done because of interference with the housings of the motor. By reason of this construction we have found that the tendency or liability of cracking or breaking of the axle is avoided, and at the same time the wheel, the gear, and the axle elliciently brace each other, thus enabling the entire structure to resist the strains to which it is subjected in practice.

It will be evident that the principles of our invention may be embodied in many other constructions varying in the specific details thereof from the constructions shown and above described. WVe do not therefore desire senses 3 to be limited or restricted to any specific construction; but,

Having now set forth the object and nature of our invention and various practical embodiments of the principles thereof and having described the construction, function, and mode of operation of such various embodiments, what we claim as new and useful and of our own invention, and desire to secure by Letters Patent of the United States, is

1. In a railway-truck, the combination of an axle having an enlarged portion or-fillet extending for a portion only of the length thereof, of a driving-gear and traction-wheel, one of which has an extended hub forming a seat for the other, and both of which through the medium of the hub are mounted upon the enlarged portion of the axle; substantially as and for the purpose set forth.

2. In a railway-truck, the combination with a traction-wheel and a drivingear, of an extended hub for one of these parts and forming a seat for the other, and an axle having an integral enlarged fillet extending for a portion only of the length thereof and forming a seat for such hub, as and for the purpose set forth.

3. In a railway-truck, the combination with a driving-gear and a traction-wheel, one of these parts being provided with an extended hub forming a seat for the other, of an axlehaving an enlarged fillet extending for a portion only of the length thereof to form a seat for, and adapted to receive, said hub, said fillet having an unbroken surface to receive the bearing contact of said hub, as and for the purpose set forth.

4. In a railway-truck, the combination with an axle provided with an enlarged portion or fillet extending fora portion only of the length thereof and having an unbroken surface, of a driving-gear and a traction-wheel, one of which has an extended hub forming a seat for the other, said hub having an unbroken interior surface to contact with the unbroken surface of said fillet, as and for the purpose set forth.

5. In a railway-truck, the combination with an axle having an enlarged part or fillet extending for a portion only of the length thereof, and a driving-gear and traction-Wheel suitably connected together, and an extended hub therefor, said hub having bearing upon said fillet, as and for the purpose set forth.

-In witness whereof We have hereunto set our hands, this 4th day of August, 1899, in the presence of the subscribing witnesses.

HENRY M. BRINGKERHOFF. JAMES S. DOYLE. Witnesses:

FRANK T. BROWN, PAUL HANSON. 

